Direction and speed ratio changing device for motor vehicles



Oct. 22, 1940.

J. P. CASTELLANO DIRECTION AND SPEED RATIO CHANGING DEvIeE FOR MOTORVEHICLES Filed Nov. 18, 1936 5 Sheets-Sheet 1 DIRECTION AND RATIOCHANGING DEVICE FORMOTOR VEHICLES Filed Nov. 18; 1936 5 Sheets-Sheet 2INVE TOR I J. P. CASTELLANO Uct. 22, 1940.- 2,219,265

DIRECTION AND SPEED RATIQ CHANGING DEVICE FOR MOTOR VEHICLES Filed Nov.is, 1936 5 Sheets-Sheet 3 DIRECTION AND SPEED Ru e CHANGING DEVICE FORMOTOR VEHICLES 0d. 22, 1940. J. P. ASTELLANO 5 Sheet s-Sheet 4 FiledNov. 18, 1936 ZEbuZ 0 nmwmm zQtnom awumm mmxmsmm zoEmom nuwmm 5- INVEN:2

O 22, 1940- J. P. CASTELLANO DIRECTION AND SPEED RATIO CHANGING DEVICEFOR MOTOR VEHICLES s SheetS -Sheet 5 Filed Nov. 18, 1936 a INVENIOR.

Patented a. 22, 1940 PATENT OFFICE I DIRECTION AND SPEED RATIO CHANGINGDEVICE FOR. MOTOR VEHICLES Joseph P. Castellano, New York, N. Y.Application November 18, 1936, Serial No. 111,437

4 Claims.

This invention relates to drive ratio and direction of drive changingmechanisms and in particular to mechanism for changing the drive ratioand direction of drive for motor vehicles.

Mechanisms have been proposed for "automatically or semi-automatically,shifting the drive ratio gears of the transmission of motor vehicles;such proposed mechanisms while they are generally capable of producingthe desired result have not gone into commercial use. This is due totheir generally complicated structure, their high cost and the fact thatthey always include a large number of parts that are a continuous sourceof trouble either because of their rapid wear or because-they requireconstant adjustment or both.

It is the object of this invention to provide automatically operatablemechanism for shifting the drive ratio gears of the transmission of amotor vehicle, which is of simple and rugged construction and whichincludes a minimum number of parts that are subject to wear or requireadjustment.

It is also an object of this invention to provide automaticallyoperatable mechanism for shifting the drive gears of the transmission ofa motor vehicle which can be normally controlled 7 and which enables theoperator to obtain any desired performance.

It is a further object of this invention to provide automaticallyoperable mechanism for shifting the drive ratio gears ofthe transmissionof a motor vehicle which includes a single reciprocable piston arrangedto reciprocate a motion translating device operatively connected to thegear shift rods of the transmissionof the motor vehicle, said pistonbeing automatically position-- able during the forward movement of thevehicle in accordance with the speedof the vehicle to effect themovement of said translating device, while at all other times it iscontrolled by the operat'or; furthermore, said piston beingmanuallycontrollable at all'times to fixedly position it in the position thatcorresponds with an intermediate ratio of drive. v V

It is also an object of this invention to provide a motion translatingdevice operatively connected .to the gears of the shift rods of thetransmissionof the motor vehicle which is arranged to translate'thenormal movements of the usual shift lever into straight linereciprocating movement.

shifting the drive ratio gears of the transmis ion of a motor vehiclewhich can be manually controlled to shift the gears of the transmissioninto second speed from any other speed.

The further object and advantages of the invention will be betterappreciated from a consideration of the following description of apreferred embodiment thereof taken with the accompanying drawings, inwhich,

Fig. 1 is a schematic diagram plan view of a motor vehicle embodying myinvention.

Fig. 2 is a front view partly in section of the device of Fig. 1.

Fig. 3 is a plan view of the shifting device of my invention.

Fig. 4 is a fragmentary front view of the governor valve seat.

Figs. 5, 6 and '7-are fragmentaryfront views showing the governor valvedisc in various positions. I

Fig. 8 is a fragmentary front view of the selector valve seat.

Fig. 9 is a front view of the selector valve disc. Fig. 10 is a frontview of the selector valve at- Fig. 17 is a schematic view of a gasthrottle lock.

Fig. 18 is a fragmentary sectional view taken on the line I8|8 of Fig.2.

Fig. 19 is a fragmentary sectional view taken on the line l9-l 9 of Fig.3.

Fig. 20 is a fragmentary sectional view taken on the line 20-20 of Fig.2.

Fig. 21 is a fragmentary end view looking from the right of Fig. 2.

Fig. 22 is a diagrammatic view showing the arrangement of two of thevalves.

Fig. 23 is adetailed sectional view through one of the valves; and 1Fig. 24 is a detailed sectional view through another of the valves. v

As shown schematically in Fig. 1 motor vehicle 20 includes a motor 2|having an intake manifold 22 and a transmission case 23 upon which ismounted for reciprocatory movement motion translating plate 24/ P1ate 24has fastened there'- to one end of shaft 25, the other end of shaft 25being fastened to 'a piston 26 which moves in a. bore in cylinder casing21 which is also fastened to the top-of the transmission case 23.

Referring to Figs. 2 and 3, transmission casing 23 and the drive ratiogear arrangements shown therein are of the usual construction andarrangement. Casing 23 includes cover plate 28. Plate 28 carriesintegral therewith cylinder casing 27 and guide plate 29. Motiontranslating plate 24 is mounted for reciprocatory movement inguide plate29 as shown in Figure 24, guide plate 29 supporting and preventinglateral motion of the plate 24. Guide plate 29 has two holestherethrough into one of 'which is journalled pinion 30 and into theother of which is journalled pinion 3!. Set screws 32 (one only beingshown) are used to fix pinion 30 and 3| against all axial movement. Theupper end, of pinion 30 and 3! extends respectively into elongated slot33 and 35. rack 35 while the lower end of pinion 3i meshes with rack 36.

Rack 35 has joined thereto gear shift fork 3i and rack 35 has joinedthereto gear shift fork 38. Gear shift fork 31 moves gear 39 and itshalf of dog clutch 50 back and forth on shaft 54 and gear shift fork 35moves gear 32 back and forth on shaft M. It is of course understood thatgears 35 and 52, as well as said one half of dog clutch m, are splinedon shaft 5!.

At one side of slot 35 is fixed a rack 53 and on the other side is arack 54, both racks being positioned substantially as shown. At one sideof slot 33 is fixed a rack 55 and on the other side is a rack 66 both ofthese racks being also positioned as shown.

Plate 25 when moved back and forth under the influence of shaft 25eifects the engagement and disengagement of the gears of thetransmission through the agency of pinions 30 and 39.

Referring now particularly to Fig. 2 and Fig. 3: In these figures theparts are shown as they a pear when the drive ratio gearsare in theneutral position. To go from neutral to reverse position, shaft 25 movestoward the rear of the transmission, carrying plate 25 with it. Thiswill move rack 53 past pinion 3i rotating it counter-clockwise. Therotation of pinion 2% will move rack 35 and gear shift fork 33 towardsthe rear of the transmission to cause gear 32 to mesh'with reverse gear57. To go from reverse position back to neutral position the reverse ofthat/just described will take place.

To go from neutral position to first speed position shaft 25 and plate25 are moved toward the front end of the transmission until rack 53 isout of mesh with pinion 3i.

This movementof plate 25 will, through rack 33, rotate pinion 3| in aclockwise direction. This rotation of pinion 3! will move rack 35 andgear shift fork 55 towards the front end of the transmission to carrygear 62 into mesh with first speed ratio gear 38. To go from first speedposition back to neutral position the reverse of that just describedwill take place.

To go from first speed position to second position the movement towardsthe front end of the transmission, shaft 25 and plate 2 1, is continueduntil rack 54 haspassed pinion 3!. This will first result in pinion 3imeshing with rack neutral position. After this, rack will mesh 4t andreceiving a counterclockwise rotation which is sufficient to cause it tomove rack 35 and gearshift fork 38 as required to carry gear '42 out ofengagement with gear 48 and back to with pinion 35 to rotate itclockwise. The clockwise rotation of pinion 30 will cause it to moverack 35 and gear shift fork 37 towards the rear of the transmission andwill carry gear 39 into The lower end of pinion 30 meshes with mesh with"second speed gear 49. To go from second speed position back to firstposition, the reverse of that just described will take place.

To go from second speed position to high speed position shaft 25 andplate 24 are again moved towards the front end of the transmismisionuntil rack 46 is past pinion 30, this movement of plate 24 will causerack 46 to rotate to pinion 30 in a counter clockwise direction to carrygear 39 out of mesh with gear 49 and the halves of dog clutch 40 intoengagement. To go from third speed position back to second speedposition the reverse of that just described will take place.

The mechanism for effecting the desired movements of shaft 25 and plate24 will now be described. Cylinder casing 21 is bored to accommodate themovement therein of piston 26. In the walls of cylinder casing 2'! is asuction passageway 55 that terminates in a port 5i in one side ofcylinder casing 27. Fassageway 59 has a clutch controlled valve 52therein that is operatively connected to the clutch of the vehicle,which may be manual or automatic, thru a linkage 53, valve 52 andlinkage 55 are so arranged that when the clutch is declutched valve 52is open and when the clutch is clutched valve 52 is closed. Passagewayis connected by any suitable means, as by conduit to intake manifold 22of the engine N. If preferred passageway 50 may be in connection withany desired suction producing means.

The side of cylinder casing 21 into which passageway 50 opens at port 5!is machined to form a valve seat for governor controlled disc valve 55,shown in detail in Fig. 19. A stud 56 pro-' jects from the center of thevalve seat and carries for rotation thereon disc 55 and valve coverplate 5?, a nut 58 is screwed on the end of stud 55 and a spring 59 isinterposed between cover plate 5? and nut 58 to maintain the desiredpressure on cover plate 5'! and valve disc 55.

Passageway 65 and 5t communicate the cylinder bore directly with thevalve seat and open in the valve seat as shown in Fig. 4. Passageway 52also opens in the valve seat as shown in Fig. 4. The end of passageway50, 62 and port 55 are equidistant from the center of rotation of valvedisc 55.

Valve disc 55 has an arcuate groove 63 cut into the face thereof thatcontacts, with the machined seat in cylinder casing Zl.

This arcuate groove as shown in Figs. 5, 6 and '7 is part of a ring thatwould include the ends of passageways BI) and 62 and port 5i and is sucha length as to extend from port 5! to the end of passage as shown inFig. '7. Groove 63 has an inwardly directed radial extension adapted toextend to passageway 6 i when valve disc 55 is positioned as shown inFig. 6.

Passageway 62 extends from the side of cylinder casing 27 in which thevalve just described is found to the opposite side of cylinder casing 27and opens in port 67 in the seat E l of the primary selector valve. Theprimary selector valve includes a valve disc 65 and an atmospheric gland66 shown in Figs. 8, 9, l0 and 20. Valve disc 65 and gland 6B aremounted for rotation on a stud 58 that projects form cylinder casing 21at the center of the valve seat 64, gland 56 and disc 65 are held firmlyagainst each other and against valve seat 54 by the force exerted byspring-69 that coarcuate shallow groove to provide a neutral range forpurposes apparent hereinafter. Passageway 10 communicates valve seat 64directly with cylinder bore and determines the neutral speed position ofpiston 26. Passageway 1| communicates directly with the cylinder boreand determines the first speed position. Passageway 12 communicatesvalve seat 64 with the cylinder bore and determines the reverse speedposition of piston 26.

Passageways 13 and 14 communicate valve seat 84 with the ends ofcylinder bore and form part of the atmospheric vents whose purposes willbe apparent hereinafter.

Primary selector valve disc.65 has a shallow circular groove 15 outtherein on the one of its faces that contacts with valve seat 64. Groove15 is so positioned that it will cover port 61 in all positions ofprimary selector disc 85. Groove 15 includes a radial extension 18 ofsuflicient length to register when properly positioned with passageways10, H and 12. Disc 65 also includes bores 11, 18, 19 and 80 therethruwhich are adapted to register with the ends of passageways l3 and 14 ashereinafter explained. Bore 19 has a short arcuate groove 8| extendingtherefrom on the face that contacts with valve 64.

Atmospheric gland 66 has bores 82 and 83 therethru which arerespectively adapted to register when properlypositioned with bores 11and 19 andpassageway 13 and bores 18 and 80 and passageway 14.Atmospheric gland 66 has a finger operate with a saw tooth rack 85 foroscillating gland 66. Rack 85 is supported for sliding movement inbrackets 85 der block 21.

Rack 85 hasan extension 81 that fits into the elongated slot in the endof bell crank 88. Bell crank 88 is pivoted to cylinder block 21 and isactuated by lever 89 that in turn is actuated by bell crank 90. Bellcrank 90 is pivoted to cylinder block 21 and is actuated by arm 9| thatis in turn actuated by 'bell crank 92. Bell crank 92 is actuated bygovernor 93 that is connected to the tale 91. tere'd or numbered windowsin speedometer shaft or other shaft that rotates in accordance with thespeed of the vehicle. Arm 9| has an end pivoted to valve disc 55 andmoves in accordnace with the movement of the governor 93 to positiondisc 55 as will also be explained hereinafter.

.Valve disc 65 has fastened thereto one end of a push-pull wire 94'(Fig.2) that is operated by handle 95 provided with an index which is adaptedto register with position indicating letters on dial 96. Dial 915 ispreferably positioned on the instrument board of the vehicle within easyreach of the operator.

Positioned on the vehicle and within sight of the operator is a speedgear ratio indicator or tell Tell tale 91 includes a plurality of let-Which is a light bulb not shown which when lit will visibly indicate thespeed gear ratio in use.

v Adjacent the path of the motion translating plate ratio position ofplate 24.

24 is positioned a contact plate 98 upon which is mounted a plurality ofcontacts 99 which are so positioned relative to plate, 24' that contactI will contact with one of them at each speed gear Contact I00 isgrounded, as to the frame of vehicle, and contacts 99 are' connected to.their respective bulbs .by insulated wires IN. The other side of thebulbs are connected to the positive. side of the storage battery of thevehicle by insulated wires I02.

On the floor board of the vehicle adjacent the 84 attached thereto whichis adapted to coand is integral with the cylinback of each of end ofBowden wire I04. The other 'end of wire I04 is fastened to one end ofbell crank I that is pivoted to the cylinder casing 21. Bell crank I05has pivoted thereon one end of a short link I06 that actuates emergencysecond speed valve I01, a short link I08 is alsopivoted .to valve I01and actuates shut off valve I09.

Valve I01 is of the disc type and is carried for rotation on a stud thatextends from cylinder casing 21'.

A nut and spring washer are provided for assuring proper contact betweenvalve I01 and its seat. Valve I91 includes semi-circular groove in itsinner face which when properly positioned affords communication betweenpassageway H0 and I I I. Passageway III branches into passageway 50whereas passageway H0 opens directly into cylinder bore.

Shut off valve I09 is arranged to shut off communication betweenpassageway 50 and port 5| when valve I01 connects passageways III] andBell crank I05 has an elongated slot in its end into which is positioneda pin carried by link II2. To the ends of link II2 are pivoted arms II3one of which actuates emergency vent valve H4 and. the other of whichactuates emergency vent valve II5. Vent valve H5 is of the plug type andis adapted to obstruct passageway 13. Valve I I5 is provided with"a'circular groove H5 that extends 270 degrees therearound and affordscommunication between the branches of passageway 13 during the ordinaryoperation of the device. A bore I I1 passes thru the center of ventvalve H5 and opens between the ends of groove II1 so that when theoperator presses rocker I93 to change from the third speed to emergencysecond the.forward end of cylinder bore will be vented'thru the innerbranch of passageway 13 and bore 1. When the change to emergency secondis made from the lower speeds vent II5 will disconnect the two branchesof passageway 13. Vent H4 is similar to vent I I5 but is provided witha. semicircular groove H8 and a bore II9.

Bore I I9 is arranged to vent the rear end of the cylinder bore thrupassageway 14 when the 0-p- Operation In describing the operation of thedevice the' terms clutch? and declutch will be used respectively todenote the engagement of the motor with the drive shaft thru the clutchand their disengagement ofthe motor with thegdrive shaft. As both manualand automatic clutches are well known it is not deemed necessary todescribe their operation each time they are used.

Assuming that the vehicle is at a stand still and the motor is notrunning, the parts just described will be in-the neutral position asshown in Figs. 2 and 3. As the motor isstarted an automatic clutch isused, the automatic clutch operating mechanism will function to declutchthe clutch thereby actuating linkage 53 to open valve 52 and to placepassageway 50 in communicathe clutch pedal.

its extension. 16.

14, 80 and 63 to be brought in alignment and 1 tion with the intakemanifold 22. If a manual clutch is used, valve 52 is opened by steppingon To go into the first forward speed the operator will manipulatehandle 95 to register index 95 with ,forward on dial 95, this will causelinkage 94 to rotate primary selector valve disc 65 from the positionshown in Fig. 15- to the position shown in Fig. 11, thus interruptingcommunication between port 6'! and passageway 10, and establishingcommunication between port 61 and passageway H thru groove 15 and Thisalso causes passageway arcuate groove 6! to cover passageway 13. Withthe various parts of the device thus positioned the suction of intakemanifold 22 will be communicated thru passageway 50, arcuate groove 63,passageway 62, port 61, groove 75, extension 16, passageway H, to theinterior of the cylinder bore, thus causing piston 26 to move towardsthe front end of the transmission until it closes the end of passagewayI I. This movement of piston 26 will have placed as hereinaboveexplained the speed ratio gears of the transmission into first speedposition.

This will be indicated on tell tale 91 by the lighting of the firstspeed bulb. To start vehicle in its forward movement the clutch isclutched. This will cause linkage 53 to close clutchvalve 52. As thevehicle moves forward governor 93 will rotate to cause movement of thelinkage connected thereto. Movement of arm 9| will rotate governor valvedisc 55 and cause arcuate groove 63 to interrupt communication betweenpassages 62 and 50. Movement of arm 9| will also move bell crank 90,lever 89, bell crank and saw tooth rack. Since finger 84 is in itsbottom position rack 85 will slip by it without causing movementthereof.

When the vehicle has attained the speed of from 6 to 10 miles per hour,arm 9| will have moved disc 55 to such an extent that arcuate groove 63will cover passageway 6|. Since this is the usual speed at which achange in gear ratio is made the clutch is declutched. This will causelinkage 53 to again open valve 52 thus again putting the cylinder borein communication with the intake manifold 22 to cause further movementof piston 26 towards the front end of the transmission. The movement.will cease when piston 26 covers passageway 6|. The movement of piston26 will cause plate 24 to shift the speed ratio gears to the secondspeed ratio as hereinbefore explained. When the change is completed telltale 9'l'will indicate it by lighting the second speed bulb.

The clutch is again clutched. This as beforewill cause valve 52 toclose.

When the vehicle has attained a speed of from 15 to 25 miles per hourarm 9| will have moved disc 55 to such an extent that arcuate groove 63will cover passageway 66 and will have uncovered passageway 61. Sincethis is the usual speed at which a further change in gear ratio is madethe clutch is again declutched as before, this will causevalve 52 toopen, thus again putting the cylinder bore in communication with theintake manifold 22 and again causing the piston 26 to move towards thefront end of the transmission. The movement of the piston at this timewill continue until it shutsofi passageway 66. This movement ofpiston 26will in this manner heretofore explained cause plate 24 to shift thespeed ratio gears to the high speed gear position. As before tell tale9'! will indicate the new gear ratio speed passageway 6i by lighting upthe high speed bulb. After the change is indicated the clutch-isclutched.

Governor 93 is so arranged that it will be fully expanded when thevehicle has attained the speed of from 15 to 25 miles per hour abovementioned so that further increase of speed vehicle will not causefurther movement of disc 55.

When during the travel of the vehicle the speed is diminished, governor93 will have no effect on disc 95 unless the speed is reduced from 25 or15 miles per hour or less. As the speed is decreased below 25 to 15miles per hour, governor 93 will begin to contract and begin to carrydisc 55 towards the second speed position as above described. At thesame time saw tooth rack will move upward from the top of the ried disc55 to the second speed position; if

within the'speed range mentioned and the clutch is declutched valve 52will open communication.

between the cylinder bore and intake manifold 22 and piston 26 will bedrawn toward the rear of the transmission until it closes the secondThis movement of piston 26 will cause plate 24 to shift the transmissiongears from third to second speed ratio in the manner heretoforedescribed. Tell tale 93 will indicate the change by lighting up the second speed bulb, after the change is indicated the clutch will beclutched.

If after this change the speed is again increased, governor 93 willagain move disc 55 toward the high speed position and will causemovementof saw tooth. rack 85 to rotate finger 84 and atmospheric gland 66 toclose the for ward side of the cylinder bore to the atmosphere and ventthe after side.

If after the change to second speed above mentioned, however, the speedis further reduced, governor 93'will move to carry the extension ofradial groove 63 out of registry with passageway 6| and the arcuategroove 63 toward registry with passageway 62.

When the vehicle is finally at .a standstill groove .63 will registerwith passageway 62. At this time since the clutch will be declutchedvalve 52 will communicate the intake manifold 22 with the cylinder boreand piston 26 will be moved towards the top of the paper until it coversfirst speed passageway H. This movement 'of piston 26 will cause plate24 to shift the gears of the transmission from second speed to firstspeed ratio. v

If it is desired to go to the neutral position handle 95 is moved sothat the pointer will be on the neutral index instead of forward indexas before. This will cause a rotation of primary selector valve disc65and will carry groove 16 out of registry with passageway H and intoregistry with passage 10; This alsobrings passageway 19 I into directregistry with passageways 13 and 82. Since valve 52 is still open thesuction in the cylinder bore will again move piston 26 toward the rearof the transmission until it closes passageway 10.

This movement of piston 26 will through plate 24 cause the speed ratiogears to be changed from first to neutral position.

If it is desired to go into reverse, handle 951s To start the backwardmovement the clutch is clutched. To return to neutral the operation justdescribed is reversed.

However it will be noticed that during this time theafter side ofcylinder bore is vented as the valve disc 65 wiilbe shown in theposition as indi cated in Fig. 12v andpassageway l8 registers withpassageways 14 and 85. v

If the vehicle is in high speed gear and for some reasonas for instancein climbing or descending a hill, it is desired to go, into secondspeedgear, rocker I03 is rocked to one side to pull Bowden wire I04 towardsthe right hand side of the transmission. This will cause bell crank I05to rotate,

and, links I06 and M8 to operate valves I01 and I09, thus shutting ofipassageway 50' and communicating passageway II I with H0 by means ofgroove I20. This movement of bell crank will also cause link H2 to movetowards the rear of" the transmission and rotate valve 4 and H5 to ventthe forward side of cylinder bore thru valve H4 and to shut off the aftside from the atmosphere thru valve H5. After this operation the clutchis declutched to open valve 52. Piston 26 will then move towards therear of the transmission until it shuts ofl passageway H0. This movementof piston 26 will cause plate 24 to shift the speed ratio gears -fromthe third speed position to second speed position, to continue theforward motion the clutch is clutched as before.

If it is desired to go into second speed from any other gear ratio theBowden wire will be pushed 55 stops I25.

The other end of bell crank I22 .is also forked and surrounds one end ofbell crank I23. The other end of bell crank 123 is bent, as shown, to

enter notches in block I24 which is carried by plate 24. The notches inplate I24 are so spaced that gas pedal I2l can only be depressed whengear changes have been completed.

What I do claim as my invention and desire to secure by Letters Patent,is:

1. In an automotive vehicle, the combination.

of a driving member, a driven member, a selective gear transmissionbetween said members, and

'means for shifting the gears of said transmission,

said means including a shifting element movable in different directionsfor different gear positions, a power device, a rotatable member en'-gaging the element to slide it, means controlled by the speed of thedriven member for controlling the movement of the power device, and amember moved by'the power device and first engaging one and then theother side of said rotatable member to cause reversal of the movement ofit and of the element. 1

2. In an automotive vehicle, the combination of a driving member, adriven member, a selective gear positions, a power device, a pluralityof rotatable -members engaging the elements to slide them, and aplurality of members moved by the power device and first engaging oneand then the other side of said rotatable members to cause reversal ofthe movement of them and of the elements.

13.-In a gear shifting device, a vacuum operated motor, a. pair of gearshifting rails, a pinion for driving each rail, racks driven by themotor selectively engaging one side and then the other of one pinion andthen the other pinion, and means for selectively moving the motor to anyof its positions.

4. In an automotive vehicle, the combination of a driving member, adriven member, a variable speed gear transmission between said members,and means for shifting the gears of said transmission, said meansincluding a plurality of shift ing elements movable in differentdirections for different gear positions, a plurality of gears eachmeshing with one of the; shifting elements and a reciprocable mutilatedrack having teeth on opposite sides ofeach-of the gears for selectivelymoving the gears first in one direction and then in the other to effectthe desired change in gear 7 ratio.

\ JOSEPH P. CASTELLANO.

